Double end train



March 18, 1941. A. e. DEAN 2,235,205

DOUBLE END TRAIN Filed May 8, 1937 2 Sheet s-Sheet 1 INVENTOR. fllberi' alfican/ @9222 ATTORNEY.

Patented Mar. 18, 1941 UNITED STATES DOUBLE END mam Albert 6. Dean, Narberth, la.,

assignor to Edward G. Budd Manufacturing Company, Philadelphia, Pa., a, corporation of Pennsylvania Application May a, 1937, Serial at. 141,574

2 Claims.

This invention relates to improvements in vehicle ventilating means and more particularly to a reversible cooling arrangement for the power unit of a rail car.

In order to avoid the necessity for turning trains around at a terminal, it has been proposed that the train be provided with power and operating units at the respective ends of the train so that it can-be operated in either direction. With such a construction, it is necessary to cool the power units, regardless of the direction of operation and with each unit being cooled with the normal high efflciency of cooling of the usual head end unit. This is necessary whether one power unit is provided and the train is being operated in turn as a pusher and then as a tractor or whether the train is double ended, for in each case, the frontal area of the power unit through which the air is directed in one direction is not exposed to the direct air flow in the other direction.

The principal object of the present invention is to provide an improved arrangement for ventilating and cooling the power unit of a twodirectional tractor unit and more particularly the heat dissipating part thereof regardless of the train direction and with substantially equal efliciency in both directions.

A more particular object of the invention is to provide a streamline power unit for a'train in which a heat dissipating unit is so mounted within the body of the power unit that it may be cooled efiiciently by air passing through the body in the direction of travel supplemented by d a Venturi efi'ect.

Further objects and advantages of the invention will appear from the following disclosure of a preferred form of embodiment thereof taken in connection with the attached drawings, in which,

Fig. 1 is a side elevation on a reduced scale showing a train made up in accordance with my invention;

Fig. 2 is a fragmentary side elevation of the power unit part of a train;

Figure 3 is a transverse sectional view, the section being taken in two difierent planes represented in Fig. 2 by the section lines 311-31: and 3b-3b, the left-hand portion of the figure designated by reference character 3a showing the parts as they appear in a section along the line 3a3a and the right-hand portion designated by reference character 3b as they appear in a section along line 3b-3b, looking in the direction of the arrows at the ends of the section lines.

Figs. 4 and 5 are electrical diagrams showing alternative electric control circuits.

In accordance with one form of embodiment of my invention, the double ended train, shown especially the heat dissipating in Fig. 1, is provided with end cars A and may be provided with one or more intermediate cars B. Each car A is provided with an operator's compartment for double ended train operation and each end car A is preferably provided with a power plant In, one form of which is shown in Fig. 2. It is to be understood that with a power plant, whether of the direct drive internal combustion type or of the electric drive type or whether of the steam type. there is usually some form of heat dissipating unit which is neces-' sarily cooled under normal operating conditions. In an internal combustion engine type'power plant, this is normally called a radiator and its counterpart in a steam power plant is a condenser. With an electric unit, the transformer is usually provided with equivalent cooling means.

Although it is common to provide a separate power plant at each end of the train, this is not essential when the end trucks II are operated electrically as by the electric motors I2, generally shown in Fig. 2. It would be suflicient to have one source of power and dual controllers so that the power plant might be confined toone end of the train. Regardless of the number of power plants, however, and regardless of the specific nature of them, the train must have eflicient cooling of the power plant, unit, generally indicated at H in Fig. 2, and regardless of the direction of movement of the train.

When the train is moving in a forward direction, and assuming the forward movement to be one toward the left, as shown in Fig. 2, the air for cooling the power plant l and the heat dissipating unit H flows into the body through the frontal opening having the grille i and then passes over the ceiling l6 of the operators compartment I1 and thence into the engine com partment. It then circulates around the power plant and the heat dissipating unit l4, it being understood that it is desirable to ventilate the power plantcompartment as well as cool the radiator l4.

In accordance with my invention, I provide an opening between the normal roof elevation l9 and the super-elevated roof portion I911 having a substantial projected area at'right angles to the direction of motion, which opening is provided with a suitable grille 20 and is of substantially the same area as the front opening IS. The air discharges from the engine compartment 18 through this exhaust opening to the atmosphere. The air path in this assumed forward movement of the train is shown by the full line arrows.

Not only is there a substantial flow of 'air due to the direct force exerted on the frontal area of the train, but also, a Venturl or suction efl'ect issetupbytheairpassingoverthebodyoi the power unit, the roof of which is streamlined to oifer low resistance to air flow. Thissuction on the exhaust opening 2. materially aids the flow or. air through the engine compartment.

If the direction of the train is reversed, the

cooling of the heat dissipating unit I is but a reverse flow of air and in this case, the air enters the grille opening 2., as shown by the arrows in dotted lines, such air then passing over the power plant and out through the grille opening I! which is now the receding end of the train. The streamline shape of the tractor unit body is such that the Venturi effect is substantial in this direction also with the' result that the air cooling of the radiator is substantially of equal emciency regardless of the direction of the train.

It is or course to be understood that with a double ended train having two power plants, the cooling of one is by an air flow reversed as compared to the other and it is therefore essential that the'cooling be of high efliciency regardless of the train direction. To prevent rain water from washing. into the engine compartment [8.

- a rain catcher I3 is provided adjacent the grille discharge of air and with an internal combusopening 20 and suitably connected with a conduit to carry oi! the surface water.

As shown in Fig. 3, the grille opening II is of very substantial extent inasmuch as there is a large area between the normal roof line and the elevated roof over the engine compartment and,

as shown in Fig. '1, the elevated portion Isa extends only throughout a small part of the total length of the train so that there is a substantially continuous flow or allacross the grille opening 20 which in one direction withdraws the air from the engine compartment and in the other case, tends to blow air across the heat dissipating unit ll.

If desired, a fan ll may be provided for assisting in the air flow, such fan being of especial value at low speeds. As shown in Fig. 2, the fan is generally indicated at ll and may be operated by any suitable form of drive, such as tion type of power plant, the exhaust is through suitable pipes 45 into a muiller 46 with the pipes passing through a tray I].

With a full electric control of the power trucks .H and of the fan ll, simultaneous reversal of the fan with changes in the direction of the train can be accomplished by suitable electric controllers of a well known type which are diagrammatically illustrated in Figs. 4 and 5. The single form of reversing switch of the controller type shown in Fig. 4 has a series of four fixed contacts of which II is connected to the power line 25. Contact 22 is connected through wire 2i to the armature of the traction motor l2 and through wirellto the armature of fan motor ll. Contact 23 is connected to the armature of motor I 2 t ugh wire 21 and through wire I! to the armature oi ran motor ll-. Contact 24 is connected by wires and 3 to the field windings of both motors l2 and II. A common return wire 36 is connected to both fields so that the motors are connected in parallel."

Two sets of movable contacts cooperate with the fixed contacts, contacts b and d being'connected and contacts 0 and e being connected. It will thus be seen that with the controller in one position, contacts I! and 22 are bridged by contact a and simultaneously, contacts 23 and 24 are bridged by contact h. This may be considered a forward direction with both motors operating in the same eifective direction.

In the second position, however, contacts b tacts shown in Fig. 4, a second set of contacts 3|, I2, 33 and 34 are provided for the fan motor ll. Two additional sets of movable contacts b, c, d', e and a, h cooperate therewith. The contacts 2| and 3| are connected for a simultaneous supply of current to both motors with the result that both motors will be simultaneously controlled to operate in the same eflective direction.

While I have shown a preferred form of embodiment of my invention, I am aware that other modifications may be made thereto and I, therefore, desire a broad interpretation of my invention within the scope and spirit of the disclosure herein and or the claims appended hereinafter.

What I claim is:

1. In a train of the class described having a power plant at one end thereof, a body enclosing said power plant and including a roof over said power plant, the frontal area of thebody below said roof having an opening therein, said roof in rear of said frontal area of the body having an opening therein vertically between its top portion and a lower roof portion which extends rearwardly of said top portion, said openings having communication with the body interior and being of a size and relative location in the air stream to act with substantially equal efliciency as air intake or 'air outlet, depending upon the direction of travel of the train.

2. In a train of the class described having at at least one end'thereof a vehicle body including a. roof thereover, the frontal ,area of the body below the roof having an opening therein, said roof rearwardly of said frontal area having an opening therein vertically between its top portion and a lower roof portion which extends rearwardly of said top portion, said openings having communication with the body interior and being of a size and relative location in the air stream to act with substantially equal efllciency as air intake or air, outlet, depending upon the direction of travel of the train.

' ALBERT G. DEAN. 

